goods movement in the des moines metropolitan area

7/28/2019 Goods Movement in the Des Moines Metropolitan Area

1/58

AltoonaAnkenyBondurantCarlisleCliveDallas CountyDes MoinesGrimesJohnstonNorwalkPleasant HillPolk CityPolk County

DESMOINE

SAREA

METROPOLIT

ANPLANN

INGORGAN

IZATION


2/58

THIS PAGE LEFT BLANK.


3/58

Table of Contents

Executive Summary

I. Introduction....................................................................................................

A. Purpose and Overview...............................................................................

B. Goods Movement in the Des Moines Metropolitan Area ........................

C. Stakeholder Consultation ..........................................................................D. Goods Movement Issues Facing Des Moines Metropolitan Area ...........

II. Freight Transportation System.....................................................................

A. Air Cargo/Air Freight System ..................................................................

B. Rail Freight System ...................................................................................

C. Highway Freight System............................................................................

D. Waterway System .....................................................................................

E. Freight Intermodal System........................................................................

III. International Trade ....................................................................................

A. Port Des Moines Concept: A Feasibility Assessment ..............................

B. Creation of the Freight Roundtable ..........................................................

C. North America's SuperCorridor Coalition ................................................

D. Foreign Trade Zone No. 107 ....................................................................

E. Port Authority ............................................................................................

IV. Survey of Intermodal Usage for Import/Export .......................................

A. Survey Methodology ..................................................................................

B. Survey Summary and Highlights ...............................................................

V. Freight Oriented Findings and Recommendations.......................................

A. Freight Oriented Findings ..........................................................................

B. Freight Oriented Recommendations ........................................................

Appendices

Appendix A. Goods Movement Study Working Group Representatives ListAppendix B. Port Des Moines Concept, Executive Summary


4/58


5/58

INTRODUCTION

I. IntroductionA. Purpose and Overview Study Purpose and NeedThis report is an update to the Goods Movement in the Des Moines Metropolitan AreMovement) Study completed by the Des Moines Area Metropolitan PlanningOrganization (MPO) in 2002. The purpose of this report is to provide update

information and analysis that complements the 2002 study. However, this 200is not intended to replace the previous study. Having gained an understandinggoods movement industry in central Iowa in 2002, the Des Moines Area MPOrecognized the need to address the changes, the need for improvements, and thof the goods movement industry within central Iowa.

In addition, this report specifically focuses on intermodal and international freimovement. With increased traffic congestion projected for the interstate syste

with the price differences by mode, intermodal freight movement has been idean important element in the freight transportation system. As international tracontinues to be a dominate trend in todays business world, it is of great imporunderstand how central Iowa is connected to the world.

B. Goods Movement in the Des Moines Metropolitan Area Location and Proximity to Major CitiesThis reports study area includes the eight central Iowa counties composing thIowa Regional Transportation Planning Alliance (CIRTPA): Boone, Dallas, JasMadison, Marion, Polk, Story, and Warren. The Des Moines Area MetropolitaPlanning Organization (MPO) Planning Area is situated in the center of these and overlaps portions of Polk, Dallas, and Warren Counties.

This study area geographically sits at a critical crossroads for freight traffic acro

Midwest, the United States and the North American continent. There are seveaspects that highlight this areas critical location, including proximity to severalcities and other major markets, central importance to the State of Iowa, the crotwo Interstate Highways significant in terms of freight movement nationally, adifferent modes of freight transportation.


6/58

INTRODUCTION

Iowa, metropolitan area lies approximately 115 miles to the west on Interstate

the Quad Cities (Davenport and Bettendorf, Iowa, and Rock Island and Molinapproximately 150 to the east of the study area on Interstate 80.

The study area has a vital function because of its central location in the State oHowever, the study area is central not only geographically, but also economicapolitically and demographically. The Des Moines metropolitan area is no furththree hours drive from any other metropolitan or urban area in Iowa. In additavailable freight data, nearly 20% of all of the inbound freight comes from oth

metropolitan counties, and approximately 19% of all outbound freight terminathese same counties. Clearly, there are strong economic linkages between the and other metropolitan areas in Iowa. The City of Des Moines is the capital oand is home to many departments within state and federal government. The CDes Moines and its metropolitan area are both the largest in Iowa with the citypopulation of nearly 200,000. Cities in this study area also boast some of the fpopulation growth rates in the state.

Interstates 35 and 80 are two of the United States most important freight correast/west and north/south movements. Both of these Interstates are projecteexperience substantial growth in freight traffic over the coming years. Interstaperhaps one of the most significant roadways in the United States connecting mmajor cities including New York, Cleveland, Chicago, Salt Lake City and San FInterstate 35 provides a major route from Mexico to Canada. These two impointerstates intersect in the Des Moines metropolitan area.

The study area has a well connected highway system carrying large amounts ofand is connected by several national and regional railroad companies and by thMoines International Airport. All of these factors indicate the importance of tarea and signify the many possibilities for freight movement in and through ceIowa.

Freight Traffic OverviewMuch of the goods movement data for this update comes from Reebie Associathrough the Iowa Department of Transportation. The Reebie data allows for acommodities moved, modes used, and values and volumes of the freight moveanalysis in this report provides additional analysis to the Goods Movement Studytcompleted by the Des Moines Area MPO in 2002. For example, this update tamore in-depth evaluation at the freight movement in and out of central Iowa b


7/58

INTRODUCTION

Major Commodities OverviewThe largest classification of inbound and outbound commodities moved by truFood or Kindred Products, accounting for 30% of all freight moved by truck. Concrete, Glass or Stone and Secondary Traffic rank the second and third for and outbound truck freight. These three commodity classifications account fo60% of all truck freight moved.

By rail, the inbound commodities mix varies greatly from the outbound comm

mix. Farm Products; Clay, Concrete, Glass or Stone; and Chemicals or Allied each account for at least 15% of the inbound commodities and reflect the largeportion of the inbound commodities. However, Farm Products account for 5Food or Kindred Products account for 42% of the outbound rail freight. The 2Goods Movement Studyprovides further detail on this topic.

Workforce Related to FreightAccording to the 2000 census, 352,775 jobs are located in this eight county stuwith a substantial percentage of the jobs related to transportation1. Manufactuaccount for 12%, transportation and warehousing jobs account for 5%, wholesjobs account for 4%, and agricultural jobs account for 2%, respectively. Theseemployment are closely related to freight movement.

Employment data was obtained for the Des Moines Metropolitan Statistical ArIowa Workforce Development. This data may provide some additional insigh

employment characteristics of central Iowa, though it only covers Dallas, GuthMadison, Polk, and Warren Counties. From March 2003 to March 2006, thereadditional 1,100 people employed in manufacturing. In wholesale trade, there han increase of 1,700 jobs; but in transportation and utilities employment there only a slight increase of 300 jobs. This data indicates that sectors related to fretransportation are expanding in central Iowa.

C. Stakeholder Consultation

Roles of Des Moines Area MPOs Freight Roundtable in TransportationPlanning

The Des Moines Area MPOs Freight Roundtable (Roundtable) initiated this uthe Goods Movement Study in the Des Moines metropolitan area. The Round


8/58

INTRODUCTION

economic development and trade in the North American trade corridor center35/I-29 and connecting Canada, the United States, and Mexico2.

The Roundtable began discussions on this studys update during Summer 2005Roundtable formed the Goods Movement Study Working Group (Working Gthe Fall 2005.The Working Group is composed of individuals interested in dea freight transportation strategy for the Des Moines metropolitan area, for cenand for Iowa. A list of the representatives on the Working Group is included Appendix A. The Working Groups strategy is to meet monthly to discuss ong

freight transportation issues and to assist the Des Moines Area MPO in updatiGoods Movement Study 2002.

Freight Stakeholder InvolvementThe Goods Movement Study Working Group first met on September 29, 2005working group met monthly to discuss issues to be included in the report, to oadvice to the Des Moines Area MPO staff, and to provide resources which ma

Good Movement Study update possible. Mayor of Waukee, Tony Oberman, cthis working group, which consisted of more than 40 stakeholders from the grMoines and central Iowa areas.

D. Goods Movement Issues Facing Des Moines Metropolitan AreaTodays freight system faces many changing and challenging issues that requirefor the future as well as policies and investments that move toward that vision

Working Group identified many challenges and opportunities for the efficientmovement of goods including:

Current and projected truck driver shortages; Rising fuel costs; Increased congestion projected on the Interstate Highway system; Inadequacies on truck routes; Needed accommodations for changes in the trucking and the rail indust Railroad abandonment and capacity; Air freight; A port authority; and, Foreign Trade Zones.

The most basic need for a market economy to succeed is efficient goods transp


9/58

FREIGHT TRANSPORTATION SYSTEM

II. Freight Transportation SystemThe central Iowa freight transportation network moves a significant volume of freigyear. Over 84 million tons of goods, worth over $65 billion, were moved in and outcentral Iowa in 20012. Figure 2.1, Page 2-2, presents major transportation system inIowa.

A. Air Cargo/Air Freight System

Des Moines International Airport (DMIA)

According to Merriam-Webster Intermediate Dictionary3, cargo is defined as tor merchandise conveyed in a ship, airplane, or vehicle and freight is defined aordinary transportation of goods by a common carrier and distinguished from eIn essence, air cargo is all goods shipped via an airplane and air freight is those goods which are not express or small packages. According to United States Deof Transportation, Federal Aviation Administration, Airport Planning data, the

was ranked 43rd

out of 50 airports for air cargo by landed weight in the United SFigure 2.2 illustrates top 50 all-cargo airports by landed weight surrounding cen

Figure 2.2: Top 50 All-Cargo Airports by Landed Weight Surrounding Central

m

[_

[_[_

[_

[_[_

[_[_

[_

mm

m

mm

m

I 35

I 80

I74

I90

I29I94

I72

I57

I43

I65

I35

I70

I44

Iowa

Kansas

Illinois

Minnesota

Nebraska

Missouri

South Dakota

North Dakota

Wisconsin

Colorado

Michigan

Kentucky

Indiana

Montana

Wyoming

Topeka

Pierre

Lincoln

Madison

St. Paul

Bismarck

Des Moines

SpringfieldJ efferson City

m Top 50 All-Cargo Airpo

[_ Capital CitiesInterstate Highways

CIRTPA Planning Area

Midwest States

0 100 2050


10/58


11/58


From 2000 to 2002, the DMIA had a decrease in landed weight of 10.8%. Thiscompared to an increase of 0.68% for all airports ranked in the top 50. Howevaccording to DMIA data, there was an increase in cargo landed weight of 2.06%2004 to 2005.

Table 2.1: Des Moines International Airport Activity for 2004 and 2005

Des Moines International Airport: Aviation Activity Summary, December 2005

December Year-to-Date (12 month

2005 2004 % change 2005 2004

Aircraft Landed Weight (lbs)

Cargo 90,595,000 82,124,480 10.31% 641,406,340 628,469,940

Cargo Handled (lbs)

Enplaned 12,160,483 10,616,025 14.55% 104,490,516 92,621,425

Deplaned 12,248,360 10,460,977 17.09% 99,878,645 93,601,390

Total 24,408,843 21,077,002 15.81% 204,369,161 186,222,815

Additionally, in terms of cargo handled, a 12.81% increase in the tonnage enplaned2004 to 2005 was reported by DMIA, as well as a 6.71% increase in the tonnage defrom 2004 to 2005. A total of 204,369,161 lbs of cargo was handled in 2005, an inc9.74% from 2004. In 2005, the major cargo shippers at the DMIA were United PaService and FedEx Express, whom together accounted for 95.6% of all cargo lbs inDMIA that year. According to the DMIA, cargo facilities are planned to grow to p

an additional 200,000 square feet of airside warehouse space and approximately 2,square feet of additional air cargo aircraft parking.


12/58


Table 2.2: Overall Cargo by Des Moines International Airport AirlinesDes Moines International Airport

Overall Cargo (Freight + Mail) Summary

Airline 2005 YTD (lbs) 2004 YTD (lbs) % Chan

AA - American 0 82,924 -100.

NW - Northwest 342,304 346,865 -1.

YX - Midwest 0 9,301 -100.

UA - United 1,754,086 3,806,259 -53.

MQ - American Eagle 10,591 8,892 19.

YX - Skyway 89,682 99,196 -9.

TZ - Chicago Express 0 33,661 -100.OH - Comair 78,094 191,101 -59.

CO - Continental Express 66,772 95,028 -29.

YV - Amer West Exp/Mesa 47,770 49,886 -4.

XJ - Mesaba 64,739 50,091 29.

EV - Atlantic Southeast 41,882 2,666 1470.

GB - Airbourne Express 4,773,966 4,153,468 14.

FDX - FedEx 61,566,571 56,998,770 8.

FPIA - Flight Express 47,582 53,222 -10.UPS - United Parcel 133,819,921 118,787,308 12.

USC - AirNet Systems 1,312,335 801,419 63.

Other reported Cargo 352,866 652,758 -45.

Totals 204,369,161 186,222,815 9. Port of Entry, Des Moines International AirportAccording to the United States Customs and Border Protection (CBP), the DMlisted as a Port of Entry. The CBP says a Port of Entry is any designated placwhich a CBP officer is authorized to accept entries of merchandise to collect dto enforce the various provisions of the customs and navigation laws (19 CFR The DMIA is the only Port of Entry located in Iowa. This fact means that thethe only location in Iowa for international goods and passengers to enter the sForeign Trade Zone (FTZ) is located near the DMIA. A FTZ allows for certaito be repacked or assembled with other components and then exported withou

to go through formal customs procedures.


13/58


B. Rail Freight System

Central Iowa Rail SystemReebie Associates data shows that rail carried about 6 percent of the total tonnpercent of the total value of central Iowa shipments in 20015. Figures 2.3 and 2illustrate the active rail system in central Iowa and in the Des Moines metropol

Central Iowa is served by 4 railroad companies, which operate 452 miles of traCIRTPAs eight-county area6. Three of these railroads are Class I Railway Comand the other is Class II Railway Company.

Class I Railroadso BNSF Railway Companyo Norfolk Southern Railway Companyo Union Pacific Railroad CompanyClass II Railroadso Iowa Interstate Railroad Company

Figure 2.3: Active Rail System in Central Iowa

m

m

[_

Boone

Perry

Indianola

Pella

Winterset

Nevada

Newton

Adel

Des Moines

Knoxville

I 35

I 80

I 80

I 35

I 235

tu65

tu169

tu69

tu65

tu169

tu6

tu6

tu30

tu65

tu6

tu30

!(163

!(92

!(141

!(92

0 2.5

[_ Capital Cities

m Major_Airpor

Union Pacific

Norfolk South

Iowa Interstat

Burlington No

Interstate

U.S. Highway

State Highwa

Des Moines M

Central Iowa


14/58


Figure 2.4: Active Rail System in the Des Moines Metropolitan Area

m

m

[_Des Moines

I 235

tu65

tu6

!(141

Federal Funds for Iowa Cold StorageIn 2005, the Iowa Transportation Commission approved a $480,000 low-intereMidwest I, LLC to construct a one-mile long rail spur into the industrial park tIowa Cold Storage, Iowa. Iowa Cold Storage, a meat-handling facility, estimattons of processed meat will be shipped from its facility to the West Coast for tshipment to the Asian market. In 2006, the Iowa Railway Finance Authority athe total of $379,500 grant and low-interest loan funds to Iowa Cold Storage arail improvement in the Railroad Revolving Loan and Grant Program. With ittechnology for processing and freezing meat for export, Iowa Cold Storage is cfor processing raw meat from meat plants in the Midwest and loading frozen cwith the processed meat, from truck to rail in the Altoona facility.

Federal Funds for Iowa Interstate Railroad

0

[_ Capital Citie

m Major_Airpo

Union Pacifi

Norfolk Sout

Iowa Intersta

Burlington N

Interstate

U.S. Highwa

State Highw

Des Moines


15/58


hour. Overall, the rehabilitation will result in faster and more efficient movemlarger volume of goods than is currently being provided by the IAIS Railroad.

Federal Funds for Bondurant Rail SpurCongress awarded the Bondurant Rail Spur project $1,000,000 in Safe, AccountaFlexible, Efficient Transportation Equity Act - A Legacy for Users(SAFETEA-LU) unTransportation Improvements in Section 1934 of that legislation. This is the ffor the Des Moines MPO to support a rail project using highway funds, takingposition and direction for funding a transportation system for the metropoliThe funds will be used to purchase 9.1 miles of Union Pacific Railroad rail spuupgrade that rail spur. The rail spur will be operated and maintained by a shorrailroad.

With the federal funds for Iowa Cold Storage, IAIS Railroad, and Bondurant Rprojects in central Iowa, these three projects represent financial investment in rrail equipment, and open up new opportunities for economic development.


16/58


C. Highway Freight System

Truck Traffic CountsAccording to the United States Department of Transportations Freight AnalyFramework (FAF) data, much of the truck traffic growth will occur in urban aron the Interstate Highway system. Figures 2.5 and 2.6 present information abo1998s and 2020s average annual daily truck traffic (AADTT) on the FAF roadin the central Iowa area. One can expect that a high proportion of truck freighwill travel on the Interstate 35/80, Interstate 235, U.S. 30, U.S. 65, 2nd Avenue,Street, U.S. 6 (Euclid Avenue, Douglas Avenue, Merle Hay Road, and HickmaU.S. 169, IA 163, and Fleur Drive.

Figure 2.5: Estimated Average Annual Daily Truck Traffic: 19987

m

m[_

Boone

Perry

Indianola

Pella

Winterset

Nevada

Newton

Adel

Des Moines

Knoxville

I 35

I 80

I 80

I 35

I 235

tu65

tu169

tu69

tu69tu65

tu169

tu6

tu6

tu30

tu65

tu6

tu63

tu30

!(163

!(92

!(141

!(92

m

m

[_Des Moines

I 235

tu

65

tu6

!(141

Figure 2.6: Estimated Average Annual Daily Truck Traffic: 20205

m

m[_

Boone

Perry

Pella

Nevada

Newton

Adel

Des Moines

I 35

I 80

I 80I 235

tu65

tu169

tu69

tu169

tu6

tu6

tu30

tu65

tu6

tu63

6

tu30

!(163

!(141m

[_I 235

tu6

!(141

FAF Estimated AADTT 1998

0-2500

2500-5000

5000-10000

10000-25000

FAF Estimated AADTT 2020

0-2500

2500-5000

5000-10000

10000-25000

25000-50000


17/58


Truck Movement DataReebie Associates data reflects that trucks carried about 80 million tons of goopercent of the total tonnage for all modes, worth about $62 billion or 95 percetotal value of all shipments in and out of central Iowa in 2001. Table 2.3 preseinformation on freight shipments that either originated or terminated in centra2000.

Table 2.3: Central Iowa Truck Freight Shipment by Origin and Termination: 2Central Iowa 2000 Truck Freight

OutboundOriginatingTonnage

(Thousand) %

InboundTerminating Tonnage(Thousand) %

OutboundOriginating

Value($ Million) %

InboTermi

Va($ Mi

Iowa 21,334 66% 34,726 73% 6,939 36%

BorderingStates

7,799 24% 7,490 16% 7,185 38%

Other U.S.Regions

3,022 9% 5,219 11% 4,936 26%

Total 32,154 1 47,435 1 19,060 1

In addition, some highlights of Reebie Associates data about central Iowa truck

movement were identified6

.

In 2000, 66% of theweight of all originating truck freight in central Iowa wshipped to other locations in the State of Iowa, 24% went to the neighborinand 9% to the other United States regions.

In 2000, 73% of theweight of all terminating truck freight in central Iowa from other locations in the State of Iowa, 16% from the neighboring statesfrom the other United States regions.

In 2000, 36% of thevalue of all originating truck freight in central Iowa wadistributed to other locations in the State of Iowa, 38% went to the neighbostates, and 26% to the other United States regions.

In 2000, 48% of thevalue of all terminating truck freight in central Iowa caother locations in the State of Iowa, 22% from the neighboring states, and 3h h U i d S i


18/58


According to Reebie Associates data, truck traffic is expected to grow throughcentral Iowa over the next 10 years since the base year 2000. By 2011, central

highway freight system is estimated to handle about 96 million tons of cargo (2growth). Table 2.4 presents growth of truck freight shipments that either origiterminated in central Iowa in 2011.

Table 2.4: Central Iowa Truck Freight Shipment Growth by Origin and Termi2000-20119

Outbound Originating Tuck Freight Inbound Terminating TuckCentralIowa

Tonnage

(Thousand)

Growth

(Thousand)

Growth

Rate

Tonnage

(Thousand)

Growth

(Thousand2000 2011 % 2000 2011

Iowa 21,334 24,731 3,397 16%

34,726 41,041 6,31

BorderingStates

7,799 9,898 2,099 27%

7,490 9,947 2,45

Other U.S.Regions

3,022 3,761 739 25%

5,219 6,390 1,17

Total 32,154 38,389 6,235 19% 47,435 57,378 9,94

In addition, some highlights of Reebie Associates data about Central Iowa TruFreight Shipment Growth were identified7.

By 2011, the total weight of all truck freight originating in central Iowa is exgrow by 6,235,000 tons (19%).

By 2011, the total weight of all truck freight terminating in central Iowa is eto grow by 9,943,000 tons (21%).

9 Iowa Department of Transportations Reebie Associates Data


19/58


Figures 2.7 and 2.8 present truck freight flows by tonnage and by value in 20201110.

-

5,000

10,000

15,000

20,000

25,00030,000

35,000

40,000

45,000

Tons

(Thousands)

Iowa Bordering States Other U.S. Regions

Figure 2.7: Originating and Terminating Truck Freight Dist ribution By Tonnage

Originat

Termina

Originat

Termina

0

5,000

10,000

15,000

20,000

25,000

$

(Millions)

Iowa Bordering States Other U.S. Regions

Figure 2.8: Originating and Terminating Truck Freight Distribution By Value

Originating

Terminating



20/58


Truck Movement Data at Bordering StatesTable 2.5: Central Iowa Truck Freight Shipment by Origin and Termination at Bor

States: 200011Central Iowa 2000 Truck Freight

OutboundOriginatingTonnage

(Thousand) %

InboundTerminating

Tonnage(Thousand) % Diff. Total

OutboundOriginating

Value($ Million) %

InboundTerminating

Value($ Million) %

Illinois 2,199 7% 2,005 4% 194 4,204 2174 11% 3447 8

Kansas 471 1% 720 2% -249 1,191 362 2% 494 1

Minnesota 1,516 5% 1,986 4% -470 3,502 1282 7% 2334 5

Missouri 957 3% 501 1% 456 1,458 1650 9% 513 1

Nebraska 1,076 3% 1,319 3% -243 2,395 733 4% 1354 3

North Dakota 92 0% 72 0% 20 164 56 0% 52 0

SouthDakota

1,045 3% 75 0% 970 1,120 612 3% 84 0

Wisconsin 442 1% 813 2% -371 1,255 316 2% 1174 3

BorderingStatesSubtotal

7,799 24% 7,490 16% 309 15,289 7,185 38% 9,452 22

Total 32,154 147,435

1 -15,281 79,589 19,060 1 42,847

The major truck freight shipments shipped from central Iowa to bordering vary when ranked by value and by weight of the shipments.

The most important truck freight origin and destination state by value and wshipments was Illinois.

The important truck freight destination bordering states byvalue were IllinMissouri, Minnesota, Nebraska, South Dakota, Kansas, Wisconsin, and NoDakota. (California also trucked high value freight to Iowa: Summary of 19

The main truck freight destination bordering states originating in central Iowweight were Illinois, Minnesota, Nebraska, South Dakota, and Missouri. (T

trucked high weight freight to Iowa: Summary of 1993 CFS) The most important truck freight origin bordering state byvalue was Illino

followed by Minnesota, Nebraska, Wisconsin, Missouri, and Kansas.

The main truck freight shipments from bordering states terminating in centbyweight were Illinois, Minnesota, Nebraska, Wisconsin, and Kansas.


21/58


In addition, some highlights of Reebie Associates data about Central Iowa TruFreight Shipment Growth were identified.

The top four bordering states of the highest value and weight of all shipmenIllinois, Minnesota, Nebraska, and Missouri.

18% of the weight and 31% of the value of all shipments from central Iowathese top four bordering states. Twelve percent of the weight and 18% of tof all shipments came to central Iowa from these top four bordering states.

Central Iowa needed more truck freight in demand than being the supplier bordering states, with exception ofIllinois, Missouri, and South Dakota.

Central Iowa shipped higher tonnages of truck freight to Illinois than from when it shipped less value of freight to Illinois than from Illinois.

Missouri and South Dakota imported more freight by truck in value and in from central Iowa than to central Iowa.

Table 2.6: Central Iowa Truck Freight Shipment Growth by Origin and TerminatioBordering States: 2000-201112

Outbound Originating Tuck Freight Inbound TerminatiTonnage

(Thousand)Growth

(Thousand)Growth

RateTonnage

(Thousand)Central Iowa

2000 2011 % 2000 2011

Illinois 2,199 2,625 425 19% 2,005 2,711

Kansas 471 567 96 20% 720 997

Minnesota 1,516 1,783 266 18% 1,986 2,601

Missouri 957 1,215 259 27% 501 624

Nebraska 1,076 1,418 342 32% 1,319 1,807

North Dakota 92 118 26 29% 72 112

South Dakota 1,045 1,639 594 57% 75 90

Wisconsin 442 533 91 20% 813 1,005

Bordering StatesSubtotal

7,799 9,898 2,099 27%

7,490 9,947

Total 32,154 38,389 6,235 19% 47,435 57,378

By 2011, the total weight of all truck freight originating in central Iowa to a

bordering states is expected to grow by 2,099,000 tons (27%), about one-thl i i i k f i h h i l I


22/58


Figures 2.9 and 2.10 present truck freight flows to bordering states by tonna

value in 2000 and in 201113.

-

500

1,000

1,500

2,000

2,500

3,000

Tons

(Thousands)

Illinois Kansas Minnesota Missouri Nebraska North Dakota South Dakota Wisconsin

Figure 2.9: Originating and Terminating Truck Freight

To Bordering States By Tonnage

Originating (2000

Terminating (2000

Originating (2011

Terminating (2011

-500

1,0001,500

2,0002,5003,0003,500

$(Millions)

Illinois Kansas Minnesota Missouri Nebraska North Dakota South Dakota Wisconsin

Figure 2.10: Originating and Terminating Truck Freight

To Bordering States By ValueOriginating (2

Terminating (



23/58


Truck Routes/Freight CorridorsThe Des Moines Area MPO Freight Roundtable requested the Des Moines ArTransportation Technical Committee (TTC), in particular its Engineering Subcto review the listing contained in the Des Moines Area MPOs Goods Movement 2002regarding designated truck routes and roadway deficiencies affecting the freight in the Des Moines metropolitan area.

The Des Moines Area MPO staff worked with TTC Engineering SubcommitteFreight Roundtable to review and update changes and/or additions to those tr

routes identified in the Des Moines Area MPOs Goods Movement Study 2002asubmitted to the full Des Moines Area MPO and the Iowa DOT in June 20062.11, Page 2-15, presents updated truck routes and freight transportation inadethe area. Locations numbered from 1 to 14 are choke points identified in the pstudy without repairs completed, and locations numbered from A to E are addinadequacies identified during MPOs review in 2006.

D. Waterway SystemWith no navigable waterway through the study area, there is no update for watsystem.

E. Freight Intermodal System

The Iowa Interstate (IAIS) Railroad is a short line railroad that runs on 500 mibetween Chicago, IL and Council Bluffs, IA. There are four intermodal facilitithe line, three of which are in Iowa. They include West Liberty in eastern IowNewton in central Iowa, and Council Bluffs in western Iowa. Changes in freigsystems across the nation are having impacts on the freight rail system. This ccapacity issues for domestic freight. Rail-controlled trailers are being used lessof inefficiency issues with maintenance and replacement of the railroad itself. significant growth in domestic freight movement is being generated by shipper

controlled private equipment. These are companies that bring their own equiponto the rail system, such as J.B. Hunt Transportation Inc.

0


24/58

13

3

12

DesMoines

B

DesMoines

C

Ankeny

D

A

E

1

2

10

1

Hickma

nRoad

USHWY65

IowaH

WY5

Interstate235

Interstate 35

G r a n d A v e n u e

Interstate

35/80

2nd Avenue

Interstate80

86th Street

63rd Street

Iowa HWY 141

NE 22nd Street

Fleur Drive

ArmyPostRoad

IowaHWY44

ParkAvenue

HubbellAvenue

DouglasAvenue

MeredithDrive

UniversityAvenue

50th Street

IowaHWY415

NE 29th Street

AshworthRoad

SEDiagonal

IowaHWY163

SWConnector

NE94thAvenue

E14thStreet

Merle HayRoad

NW6thDrive

NE 56th Street

SW 9thStreet

NE46thAvenue

CountyLineRoad

W1stStreet

NW62ndAvenue

NW70thAvenue

M . L . K i n

g ,

J r . P a r k w a

y

NE62ndAvenue

VandaliaRoad

McKinleyAvenue

NW 26th Street

E P T ru e P a rkwa

y

NorthAvenue

SunsetStreet

NE 80th Street

USHWY65/69

IngersollAvenu

e

NW 128thStreet

56thStreet

8thStreetSW

NWBeaverDrive

73rd Street

SW State Street

100th Street

60thStreet

E1stStreet

NW18thStreet

IowaHW

Y28

USHWY69

1stAvenueS

NE36thStreet

SE64thAvenue

BroadwayStreet

NE 72nd Street

RailroadAvenue

Alice's Road

GrantStreet

USHWY65

ArmyPostRoad

Interstate 35

UniversityAvenue

Iow

aHWY5

Interstate80

IowaHWY28

Fig

ure2.11:

UpdatedTru

ck

Routesan

d

Freigh

tTran

sporta

tionIn

adequacie

s

3

6

1.5

M

iles

June22

,2

006

2006DesMoine

sAreaMetropolitanPlanningO

rganization.

Pleasecall(515)

334-0075forpermissiontous

e.

Bridge

Restriction

Clive

Cummin

g

DesM

oin

es

Grim

es

John

ston

Norw

alk

Pleasan

tHill

Polk

City

Wauk

ee

WestD

esM

oin

es

Win

dsorH

eigh

ts

Urban

dale

(1)-(14):Identified

Inadequaciesfrom2002

GoodsMovementStudy;

(A)-(E):Additionsto2006UpdateReport

Jurisdiction

Repairs

(Yes/No,Year)

IntersectionsInadequacies

-EuclidAve.and2n

dAve.(1)

CityofDSM/IADOT

No

-EuclidAve.and6thAve.(2)

CityofDSM/IADOT

No

-E30thSt.andSco

ttAve.(3)

CityofDSM

No

-DelawareAve.and

HullAve.(A)

CityofDSM

Yes,2002

Street/HighwayIna

dequacies

-2ndAve.,UniversityAve.toEuclidAve.(B)

CityofDSM

Yes,Partial

-NE22ndSt.,Broa

dwayAve.toNE66thAve.(C)

PolkCo

Yes,2020

InterstateHighwayInadequacies

-I-35/80andI-235

,EastMixmaster(10)

IADOT

Yes,2006-2008

-I-35/80NW26thInterchange(D)

PolkCo

Yes,2009

Bridges/OverpassesInadequacies

-2ndAve.byFirestone,heightlimits(12)

IADOT/UPRR

No,BeingDiscussed

-2ndAve.atNE66thAve,Lowoverpass(E)

IADOT

No

RailroadCrossingsInadequacies

-E18thSt.andMa

rketSt.(13)

CityofDSM

No

Freigh

tInadequacy(2006)

TruckRestrictedArea

TruckRoute

Interst

ate

Active

Railroad(2006)

Comm

ercialandIndustrialNetwork

MPOP

lanningAreaBoundary

Altoon

a

Anken

y

Bondu

rant

Carlisl

e

GOODSMOVEMENTSTUDY

UPDATEREPORT2-16


25/58


At intermodal facilities trucking companies bring trailers and pay for the train sship the trailers on the rail system. At times this leads to capacity constraints a

terminal congestion. One of the biggest issues is the moving of equipment offterminal properties so that incoming shipments have a place to be off-loaded. strategies to alleviate this have been trial programs to move shipping activities night hours. However, this is often ill received by the truckers whom do not lievening hours and the nearby residents whom have to put up with increased trtraffic.

Further issues with the freight rail system have been poor relations between rai

companies and trucking companies. For instance, IAIS Railroad has approachproblem by collaborating with trucking companies to move goods between railines. This cross-town shipping has been beneficial for everyone involved. Wsuch a system, railcars may need to wait as much as two days on a belt-line railrshipment to be transferred to a new rail line. By implementing trucking betwelines, wait time is reduced and shipping is made more efficiently.

The intermodal industry with these types of issues, as well as issues with variou

trailer/container packages and programs, has created a situation of congestion system. Logistics costs have gone up and warehouse vacancies have gone dow2003 as a result of the congestion and the delay in the supply chain. Large retashippers are stepping back from just-in-time delivery and keeping largerinventories. With no relief in sight from increasing fuel prices and the cost of at facilities rising dramatically, the intermodal industry has many hurdles to ove

Because of the location of a ramp in central Iowa, the IAIS Railroad is essentia

central Iowan businesses. Recently, IAIS Railroad expresses the interests in thbeing a subcontractor for one of the Class I railroads at Altoona, Iowa (similarcurrent arrangement for UP in Council Bluffs, Iowa), and of supporting efforttrucks off the Highways.


26/58



27/58

INTERNATIONAL TRADE

III. International TradeA. Port Des Moines Concept: A Feasibility Assessment

The Port Des Moines Concept: A Feasibility Assessmentis a joint effort from the CollegeBusiness, Iowa State University, the Iowa Department of Transportation, the Des MArea MPO and the Greater Des Moines Partnership (Partnership) in 2001. The reppresents a study of transportation and international trade practices of business firmeight counties surrounding and including Des Moines in order to determine the feathe Port Des Moines Concept: (Richard F. Poist, 2001)

an inland, intermodal port that would facilitateinternational & domestic commerce; it would supportexport and import opportunities by consolidating at asingle source all services related to trade, licensing,loading, storage, light assembly & bonding.

Based on the Port Des Moines feasibility study results, the Iowa State University re

team offered this grid as a visual to explain four possible Port Des Moines configurlead Iowa from a virtual E-port to an expanded physical, inland, intermodal port fa

Table 3.1: Port Development Matrix

Low Physical Asset Requirements High Physical Asset Require

High InformationTechnology Capability

Advanced E-port

Electronic gatewayOn-line interactionE-transactions

Modern Port facility

Handling and MovinShipments

Interactive TransactiLow InformationTechnology Capability

Basic E-port

Static Web pagesBasic trade infoLimited interactivity

Traditional Port

Handling and MovinShipments

Web integrationThrough the E-port, the Partnership would seek to help Iowa businesses act globalinternational commerce grows, so will the need for a full-scale, inland, intermodal p

facility, it is believed this gradual process will enable Iowas businesses to take advanits geographical location at the interchange of Interstates 35 and 80, to prepare for of globalization of trade.

A copy of the Port Des Moines Concept: A Feasibility AssessmentExecutive Summary is in Appendix B


28/58

INTERNATIONAL TRADE

B. Creation of the Freight Roundtable

The Des Moines Area MPO was involved with the Partnership for many years on pimplementation of the Port Des Moines concept. Transportation planning historicnot done well in addressing economic/freight side of why an efficient and safetransportation system is important to a regions economy, and Homeland Security iwere the greatest push for the need to discuss freight-related issues, especially givenstopping of carriers for public safety purposes.

In 2004, the Des Moines Area MPO recognized the need to pursue freight issues m

aggressively to make sure that the economy of the metropolitan area, of central IowIowa, is competitive in the upper Midwest, the nation, and the international arena. Moines Area MPO created the Freight Roundtable to provide the Des Moines Areaassistance and guidance to determine where the Des Moines metropolitan area needin terms of freight transportation. A vision for the future is the Des Moines metroareas potential to serve as an inland port for North America, from Canada to Mexi

C. North America's SuperCorridor CoalitionThe North America's SuperCorridor Coalition (NASCO) is a non-profit organizatiodedicated to developing the worlds first international, integrated and secure, multi-transportation system along the International Mid-Continent Trade and TransportaCorridor, to improve both trade competitiveness and quality of life in North Ameri

The North American Inland Port Network (NAIPN), a subcommittee of NASCO,tasked with developing an active inland port network along this corridor to specific

alleviate congestion at maritime ports and this nations borders. The NAIPN envisintegrated, efficient and secure network of inland ports specializing in the transportcontainerized cargo in North America.

Given the Des Moines Area MPO Freight Roundtables mission for an efficienttransportation system to promote economic development and trade in the North Atrade corridor centered on I-35/I-29 and connecting Canada, the United States, andthe Des Moines Area MPO became a member of theNorth America's SuperCorridor C

(NASCO) in July 2005. The Roundtable believed that NASCO could serve as a reshelp achieve the roundtables goals and to help find a way to fund some projects gothe metropolitan area.

Port Des Moines, one of the identified NAIPN Inland Ports, has a unique role beinon I 35 and in the middle of the United States With NASCO the Des Moines Are


29/58

INTERNATIONAL TRADE

Figure 3.1 is a screen shot of the NASCO website, presenting the North American

Ports Network.

Figure 3.1: North American Inland Ports Network

D. Foreign Trade Zone No. 107A Foreign Trade Zone (FTZ) is administered by the United States Department ofCommerce International Trade Administrations Import Administration. A FTZ isdesignated site licensed by the FTZ Board at which special Customs procedures maThese procedures allow domestic activity involving foreign items to take place prioformal customs entry. Duty-free treatment is accorded items that are re-exported apayment is deferred on items sold in the United States market, thus offsetting custo


30/58

INTERNATIONAL TRADE

and the zone activity remains under the supervision of CBP. FTZ sites and facilitieswithin the jurisdiction of local, state, or federal governments or agencies.

Using a FTZ, exporters and domestic manufacturers can gain a number of benefitsbusiness, such as: (For details, please visit the FTZ page athttp://ia.ita.doc.gov/ftzpage/info/ftzstart.html)

Duty Exemption - No duties on or quota charges on re-exports. Duty Deferral - Customs duties and federal excise tax deferred on imports Inverted Tariff - In situations where zone manufacturing results in a finish

product that has a lower duty rate than the rates on foreign inputs (invertedthe finished products may be entered at the duty rate that applies to its condit leaves the zone -- subject to public interest considerations.

Logistical Benefits - Companies using FTZ procedures may have access tstreamlined customs procedures (e.g. "weekly entry" or "direct delivery").

Other Benefits - Foreign goods and domestic goods held for export are exfrom state/local inventory taxes. FTZ status may also make a site eligible fostate/local benefits which are unrelated to the FTZ Act.

According to current statistics released by FTZ Board, there are 50 states with FTZplus additional 60 pending cases for new FTZs and expansions. The FTZs handled$300 billion of value of merchandise, and exported $19 billion of goods. Of incomshipments, over 60% is of domestic status (most of this figure represents domestic goods, but a small percentage would be duty paid/duty free foreign items).

Iowa has three FTZs located in Polk County, Cedar RapiQuad-Cities. FTZ No. 107, located in Polk County, was in 1984 and has been managed by the Iowa Foreign TradCorporation (IFTZ), a corporate board of the Greater DePartnership. A sub-FTZ to FTZ No. 107 is Winnebago in Forest City, Iowa, and it happens because FTZ subzonnot necessary to be close to FTZs. The IFTZ offers cenfirms the opportunity to make import/export operations

profitable, and plays an important role in regions economdevelopment.


31/58

INTERNATIONAL TRADE

The Partnership has administrated, but not actively operated FTZ No. 107. CentenWarehouse Corporation (Centennial) is in charge of FTZ No. 107 in its facility in C

Centennial assists companies interested in the economic benefits offered by generalwarehousing or establishing a plant-specific subzone.

To meet a requirement for the establishment of any FTZ for locating at or adjacentport of entry, the IFTZ has the Des Moines International Airport (DMIA), a Port ofor Iowa, located in central Iowa and possesses customs clearance for freight by airconcept of having the IFTZ in central Iowa with a port of entry nearby is to enablecentral Iowas manufacturers to be more competitive than their oversea competitor

E. Port AuthorityThe concept of a port authority can be considered together with the FTZ, althoughtwo entities are different. A FTZ is a geographic concept for the private sector to tadvantage for customs and import duties and for promoting imports and exports, aimport goods and to resell these goods to either domestic or international markets.authority is an operational entity, hiring employees to transport and allocate goods

barges or trains to intermodal facilities for unloading and loading on the trucks.

The Des Moines Area MPO Freight Roundtable researched the viability of creatauthority locally and found that State of Iowa does not have specific legislation forport authority. The Des Moines Area MPOs General Counsel concluded thaMoines Area MPO cannot function as a port authority because the MPO is not an entity. The Iowa Code already has the Chapter 28E Agreement. Chapter 28Ebroad authorizing legislation for authorizing any agreement by political subdivisio

state, such as cities and counties, to do things collaboratively with each other or wisectors. A Chapter 28E1 agreement gives each of the political subdivisions the pstate law, collaboratively to come up with the operating entity. The Freight Rhighly encourages having regional cooperation, with public and private involvecreating a port authority in this metropolitan area.

1 Chapter 28E Joint Exercise of Governmental Powers:

http://www.legis.state.ia.us/IACODE/2003/28E/4.html


32/58



33/58

SURVEY OF INTERMODAL USAGE FOR IMPORT/EXPORT

IV. Survey of Intermodal Usage for Import/ExportA. Survey Methodology Companies and Contacts from Iowa Department of Economic Developm

As freight volumes continue to increase, the issues of transportation capacittransportation options grow in importance relative to the efficient movemegoods in the central Iowa. In a response to this growth, the Des Moines Arinvited participation in an essential Survey of Intermodal Usage for Import/

to help Des Moines metropolitan area governments develop a freight transpstrategy for the greater Des Moines area, for central Iowa, and for the State

In January 2006, the Des Moines Area MPO staff mailed a survey to a sampbusinesses and contacts, plus additional 37 intermodal customers doing busthe intermodal facility in Newton or in Altoona. The sample businesses weidentified from the Iowa Department of Economic Development website abusinesses that are importing and/or exporting in the Des Moines metropo

central Iowa areas.

Development of Intermodal Survey QuestionnaireThe Intermodal Survey Questionnaire, Figure 4.1, was developed as a strateissues of transportation capacity and transportation options relative to the emovement of goods in the greater Des Moines area, central Iowa, and IowaThe survey sought to gain a sense of how many containers went in and out area, in terms of a scale of the market, to help answer the question Do cenbusinesses have a viable capability of importing and exporting activities, andinterest in central Iowa intermodal facility and assist in determining additiochanges needed to the transportation system, and to develop policies that wfreight move more efficiently and for this region to remain economically co

The Des Moines Area MPO staff and the working group developed a survesurvey was sent to businesses senior managers. Senior managers were selethe anticipation of a more comprehensive and higher response rate to the su

Businesses willing to participate in the survey had options for completing thParticipants could respond by regular mail, by fax, or by going to the Des MArea MPOs website and completing the survey electronically. The Des Mo

Company Name: ___________________ P


34/58


As freight volumes continue to increase, we would like to invite you to participate in deve

transportation strategy for the issues of transportation capacity and transportation options

efficient movement of goods in the greater Des Moines area, central Iowa, and Iowa Your survwill be important to answer the question, Do central Iowa businesses have a viable

importing and exporting activities, and/or interest in central Iowa intermodal fanswers will be treated in strict confidence and will be used for statistical research purposes on

thank you and your company very much for participating in this survey.

1. Which describe the operation of your central Iowa business? (Mark all that apply) Both export and import Planning to export within 3 years

Export only Planning to import within 3 years

Import only Neither done currently nor planned

2. Do you use Iowa Foreign Trade Zone #107?Yes

If you use Iowa Foreign Trade Zone #107 for your shipments, please indicatewhat activities you are involved in:_________________________________________________________

If you do not use Iowa Foreign Trade Zone #107 for your shipments, please

indicate the major reasons:_________________________________________________________

If you do not know Iowa Foreign Trade Zone #107, please indicate if you wouldlike to get more information:

Please provide me information about Iowa Foreign Trade Zone #107

3. Are you currently using, or interested in using, intermodal facilities?If you are not currently using, or interested in using, intermodal facilities for your shipments,

answer Question #4.Yes

a.With what frequency or volume? __________________b.What percent Domestic?

Inbound? _____________ Outbound? _____________

c.What percent International? Inbound? _____________ Outbound? _____________

d.What are your equipment requirements? (Mark all that apply) Standard Containers: 20 Standard 40 Standard

40 High Cube 45 High Cube

48 Domestic 53 Domestic

Tank Containers: Chemical Grade Tank Food Grade Tank

Flat Rack Containers

Open Top Containers

Company Name: ___________________ P


35/58

4. If you are not currently using intermodal, would you consider doing so?Yes

If yes,

a.What portion of your traffic would you be willing to use intermodal if an intermodal your needs ________________________________________________________

b.What other considerations would you have?__________________________________________________________________

If you are not currently using, or interested in using, intermodal facilities for your shipments,

consider using intermodal, please indicate the major reasons:

____________________________________________________________________

5. Do you know if there are any other companies who might have interest in using an intermodDes Moines metropolitan area and would like to complete this survey? Please indicate belowinformation.

1) Contact: ___________________________

Title: _____________________________

Company Name: ____________________

Telephone: ________________________

Address: __________________________

City: ______________ State: ________

2) Contact: ___________________

Title: ______________________

Company Name: _____________

Telephone: _________________

Address: ___________________

City: ______________ State: _

6. Comments_________________________________________________________________________

_________________________________________________________________________

_________________________________________________________________________

_________________________________________________________________________

Please mail, fax or email your answers to Reset Su


36/58



37/58


Telephone Follow-Up by Rudy Salem and AssociatesThe survey was sent to 244 businesses and to intermodal customers doing bat the Central Iowa intermodal facilities. Eighteen usable surveys were retuaccounting for a 7.38% response rate. To improve the low response rate anmore survey results for better analysis of the market and for whether there wpotential for an intermodal facility locally, the Des Moines Area MPO contrRudy Salem and Associates, Sioux City, IA, to undertake a survey follow-upin March, 2006.

Rudy Salem and Associates expanded the survey area father outside of the DMoines metropolitan area and conducted a telephone follow-p survey by tel199 companies and 15 freight carriers, receiving good response from cities lWaterloo/Cedar Falls, Cedar Rapids, Pella, Cherokee, Marshalltown, and WCity, and accounting for an 83% response rate. Expanding the survey area of the Des Moines metropolitan area allowed for a gaining of sense of whetare freight forwarders that do not have a business in the Des Moines metroarea but may import/export from a new intermodal facility in Central Iowa

B. Survey Summary and Highlights

Two-Digit North American Industry Classification System CodeThe Des Moines Area MPO staff classified the surveyed the using the NortAmerican Industry Classification System (NAICS). Businesses were assigneNAICS categories of Agriculture (11); Manufacturing (31-33); Wholesale Tr

Transportation and Warehousing (48-49); Real Estate and Rental and Leasinand Professional Scientific and Technical Services (54) sectors. Assigning bto these sectors allowed for a gaining of an understanding of which sectors regions economy are doing business at the Central Iowa intermodal facilitiehave the potential to do business at a future facility.

Figure 4.2 shows the percentage of surveyed businesses in each sector of theconomy for the MPO, CIRTPA, and outside of CIRTPA but in central Iow



38/58


Figure 4.2: Surveyed Businesses by Sector

Manufacturing47%

Wholesale Trade21%

Transportation andWarehousing

5%

Professional,Scientific and

Technical Services

10%

Agriculture

17%

NAICS Title MPO CIRTPACentralIowa*

11 Agriculture 10 10 431-33 Manufacturing 37 25 3

42 Wholesale Trade 20 8 248-49 Transportation and Warehousing 6 1 0

54 Professional, Scientific and Technical Services 8 6 0

* Central Iowa: Number of companies outside CIRTPAs eight counties.



39/58


Container Shipment and PotentialsInitial Survey Results

Question No.1: Which describe the operation of your central Iowa buo 10 businesses (56%) said they do both, export and import goods.o 5 businesses (28%) said they only export goods.o 1 business (6%) said they only import goods.o 2 businesses (10%) said they neither currently do nor plan to import or

export goods.

o 15 businesses (83%) that they will export goods within 3 years.o 11 businesses (61%) that they will import goods within 3 years.Question No.2: Do you use Iowa Foreign Trade Zone (FTZ) No. 107o 1 business (6%) said they DO.o 8 businesses (44%) said they DO NOT.o 9 businesses (50%) said they DO NOT KNOW.o Businesses that do use FTZ No. 107 did not indicate what activities the

involved.o The businesses that do not use FTZ No. 107 indicated the reason for n

so as:o Iowa Interstate Railroad Corporate office advised it not advantageoo IAIS has not made it economical to use;o Unhandy; location and scale of business;o Brokers determines the use;o 9 businesses requested information on FTZ No. 107.

Question No.3: Are you currently using, or interested in using, intermfacilities?o 12 businesses (67%) said they do use intermodal facilities.o 6 businesses (33%) said they do not use intermodal facilities.o 8 of these businesses ship a total volume of 561 containers of goods pe

The distribution of these shipments is shown in Table 4.1.

Table 4.1Replied

Domestic Inbound (%)

Domestic Outbound (%)

International Inbound (%)

InternatOutbou

Business 1 18 18 38 26

Business 2 0 30 0 70

Business 3 0 0 0 10



40/58


o The equipment used by these businesses for shipping goods is summariTable 4.2.

Table 4.2Standard

Containers20

Standard40

Standard40

High Cube45

High Cube48

DomesticNo. Businesses 10 8 5 3 4

TankContainers

Chemical Grade Tank Food Grade Tank

No. Businesses 2 2

Flat Rack

Containers

Flat Rack

No. Businesses 2

Open TopContainers

Open Top

No. Businesses 2

Refrigerated(Reefer)

Containers

20'Reefer

40'High Cube Reefer

No. Businesses 2 2

Trailers 48' Trailers 53' Trailers

No. Businesses 5 5

o The transit lanes used by these businesses for shipping goods are summTable 4.3.

Table 4.3

o Su

r

v

o These Businesses have the required transit time to connecting trail of 5.average.

Question No.4: If you are not currently using an intermodal facility, you consider doing so?o 45 businesses (71%) said they would consider using intermodal facility.o 1 business specified they would use the facility for 5% of their traffic if

intermodal facility met their needs. Other considerations would includeo Price and turn around time;

TransitLanes

East Coast WestCoast

Mexico Canada Europe Asia

No.Businesses 7 7 6 3 4 5



41/58

/

o 11 businesses (17%) said they would not use intermodal facility. Major for not considering using intermodal facilities include:o

Not knowing the advantages;o Not being a shipper;o Being an internet business which uses UPS;o Service time and response time.

o 19 businesses (30%) did not respond to this question.Question No.5: Other companies who might have interest in using aintermodal facility?

o 1 business listed 1 other business that may be interested in using an intefacility.Question No.6: Comments?o Comments included:

o Very excited about the new intermodal facility;o Requires more detailed analysis to determine if intermodal would pr

cost and delivery benefit; Analysis may include involvement to asses

to the central Iowa facilities;o Wish Iowa Interstate Railroad offered economical rates so that it is

to use intermodal facilities;o Request for more information about the Goods Movement Study W

Group; and,o Currently shipping via truck to Kansas City rail, will certainly benefi

Des Moines-based intermodal transit system.

Follow-Up Survey Results

The follow-up survey looked into the numbers of container lifts per monthcould be important to Iowa Interstate Railroad and to the Des Moines metrarea because of concerns about Newton intermodal ramp, and about futuredevelopment in Polk County and in central Iowa.

o The larger users of intermodal facilities make up 79% of total shipping/containers:o John Deere Des Moines Works: Inbound 1,000 and Outbound o Firestone Agricultural Tire Division: Outbound 363.o Barilla, America Inc.: Inbound 50 and Outbound 170.



42/58

o Table 4.4 summarizes the container lifts per month for the 168 (84%) bcalled.

Table 4.4

Inbound ContainersOutboundContainers

Outbound Trailer on Flatcar(TOFC)

1600 1343 7

Reported by businesses in the initial and in the follow up surveys, there wercontainers per month in total shipped in and out of central Iowa.

o Table 4.5 summarizes the container lifts per month for the 10 (67%) cacalled.

Table 4.5Inbound

ContainersOutbound Containers

Outbound Trailer on Flatcar(TOFC)

604 2378 0

Reported by carriers in the surveys, there were 2974 containers per month ishipped in and out of central Iowa.

Regional Issues of Concern Identified Via the SurveyIn addition to the survey results described in the previous section, some issuconcern, as well as points of support, were identified.o Vast majority of the respondents were supportive and were excited rega

possibility of an intermodal ramp in the Des Moines metropolitan area;o Carriers felt that, if an intermodal ramp existed in the Des Moines metr

area, the number of containers handled would increase substantially, if ndouble in one to two years;

o Some respondents were concerned that congestion at Minneapolis, ChicKansas City, and Omaha/Council Bluffs is causing delays and becoming

o Some carriers were concerned Class A railroads would not support a ramDes Moines metropolitan area because they would have to change high

and their trains would not move in a timely fashion; and,o Cheaper railroad rates will help shippers be more economically competi

FINDINGS AND RECOMMENDATIONS


43/58

V. Freight Oriented Findings and Recommendations

As an update to the 2002 Goods Movement in the Des Moines Metropolitan Area StudMovement Study), the purpose of this report is to provide updated information aanalysis with more focus on goods movement between highways and other motransportation. This report has examined prospects for changes in the freighttransportation system, in international trade, and in the surveyed intermodal usexporting and importing of goods in central Iowa. This chapter is a summary findings and recommendations the Des Moines Area MPO Freight Roundtabl(Roundtable) and its Goods Movement Study Working Group (Working Grou

identified.

A. Freight Oriented FindingsA couple of key snapshots of freight movements for all modes of transportatiocentral Iowa are1: over 84 million tons of freight, valued over $65 billion, used Iowas transportation system in 2001; about 94% of the freight tonnages were the highway system, 6% on the rail network, and less than 1% on the aviation

ten-year forecast for freight flows indicates that there will be a 21% increase inwhich correlates consistently with national trend being expected almost doublenext twenty years. Undoubtedly, freight movement is making a significant impthe transportation system and the economy in central Iowa.In response to increasing freight traffic, the Des Moines Area MPOs new visiois more aggressive, both on pursuing an efficient freight transportation system promoting economic development and trade using that freight system. Freighare going to be a contributing factor in the updating the MPOs long-rangetransportation plan. Given great need for infrastructure improvements, the Mstep out and take the lead to implement strategies in its planning process for frtransportation investments, in cooperation with Iowa Department of Transpor(DOT).

B. Freight Oriented Recommendations

Greater Recognition of Freight and Its Transportation NeedsDuring the Freight Roundtables 2006 intermodal survey to businesses that importing and/or exporting goods in the Des Moines metropolitan and cenareas, over 7000 containers were reported being used monthly by businesse



44/58

Freight is getting more attention nationally because of the economy and becissues on boarder crossings. However, there is a declining curve for the tru

industry in central Iowa. A crisis is at play as trucks are competing and travpassenger vehicles on the limited highway system. The Interstate Highway(Interstate) System is not only designed for people to work and to travel, bucentral Iowas economic vitality. Industries in the Des Moines metropolitanin central Iowa area definitively could take the advantage of being in the mithe United States. A sustainable freight transportation network is a key factstimulating Iowas economy to be competitive regionally, nationally, and glo

To attract more investment and to be a destination because of Iowas uniqulocation, greater recognition of freight and its needs from the transportationfor a diverse private economy must be fulfilled. The Des Moines metropolcentral Iowa, a hub for freight movement, need a comprehensive freighttransportation plan for highway, rail, and air systems, to intermodal facilitiestogether in the regional transportation system.

Economy DiversityManufacturing has not been a key component of the Des Moines metropoleconomy. Iowa possesses a skilled and educated workforce, and still embranatural resource to be more used up and to make a significant fortune. EsseIowa needs to diversify its economy through recognizing the potential for mmanufacturing and value-added agriculture processing industries. To do thneeds an integrated, supporting infrastructure for exporting and importing gworld trade.

Not only have businesses acknowledged the transformation in agriculture ina more dynamic sector using technology, but the Roundtable and the WorkGroup have recognized the importance of having diverse economic developand trade survive in this area for the future good of the economy. The Rourecommends that public sector decision makers should take the lead to supptransportation system investment to prosper economic developments.

Coordination Across Jurisdiction BoundariesThe Roundtable and the Working Group believe that they have done a tremjob in involving people from the public and the private sectors to address gmovement problems, issues, and freight transportation strategies for the De



45/58

Execution Solution to Freight Transportation InadequaciesAs truck routes and freight transportation inadequacies were identified in 2Movement Study, one of the biggest challenges needed to be addressed is to pfocus on this issue at the Des Moines Area MPO. Theses issues need to beaddressed. In 2006, the Roundtable and the Working Group took a furtherreview and to update the truck routes and freight transportation inadequaciDes Moines metropolitan area.

In coordination with local governments and transportation authorities, the M

accepted and forwarded the truck routes and freight transportation inadequmapping with an associated summary table to the Iowa DOT in June 2006.implement recommendations and findings out of the report, the MPO shoudevelop a collaborative solution to balance transportation investment betwemany people and many goods across the regional network. It is essential towith state and local governments, transportation agencies, and industry in DMoines metropolitan area and in central Iowa to enhance the efficiency of ftransportation network for the future.

Collaboration between the Des Moines Area MPO and the Greater DMoines Partnership

Transportation and quality of life are tied together. The ultimate goal for thMoines Area MPO and its Freight Roundtable is to serve as a resource to hfunding that would assist in focusing on improving, upgrading, and expanditransportation system to serve freight for the Des Moines metropolitan are

Greater Des Moines Partnership (Partnership) is the economic and commudevelopment organization serving Greater Des Moines to maximize local reto address opportunities for economic and community growth2. As the Demetropolitan area continues to grow, these two organizations must continucollaborate, and to integrate and to promote opportunities of this area. To the implementation of goods movement planning, the Roundtable and WorGroup recommend that the MPO should move forward to collaborate withPartnership for promoting quality of life and for seeking public and private

involvement from transportation and economic considerations as a whole.

Port Authority PromotionTo keep pace with the growing demands on transportation and on the regio

h A d f



46/58

According to the Chapter 28E Agreement3, political subdivisions in Iowa capromote a port authority collaboratively with each other or with private sec

formalizing practices and implementing procedures, a port authority would trade and commerce, allowing opportunities for more effective shipping thrcentral Iowa.

Funding Streams CoordinationRegarding all modes of transportation through Iowas transportation systemAccountable, Flexible, Efficient Transportation Equity Act - A Legacy for Users(SAF

LU) legislation, the Des Moines Area MPO submitted a statement of supporegarding intermodal freight to Iowas Congressional delegation, to nationaland to federal agency staff during the Greater Des Moines Partnerships WaD.C. trip in June 2006. With continued endorsement by the MPO, the Rouwill endeavor to serve its member communities and public/private stakehobeing a catalyst to encourage well planned economic development in the grMoines area, central Iowa, and the State of Iowa through a first-class transpsystem.

To further goods movement, the MPO should study how to incorporate frerelated transportation projects into the MPOs funding process, and what totransportation improvements, being more aggressive about rail, air and interalternatives to roadways from a transportation system perspective, to help teconomy grow. The MPO should evaluate how to rethink the SurfaceTransportation Program funding and planning process for investments on mfacilities in the metropolitan transportation system. The MPO needs to ide

policies, programs, and funding sources for infrastructure investment strateavailable for enhancing transportation system to accommodate goods.

3 Chapter 28E Joint Exercise of Governmental Powers:http://www.legis.state.ia.us/IACODE/2003/28E/4.html

APPENDIX A


47/58

Goods Movement Study Working Group

1 Firestone A ricultural Tire Division2 Barr-Nunn Trans ortation3 Burlin ton Northern and Santa Fe Railwa4 Centennial Warehouse Cor oration5 D. . Franzen, Inc.6 Iowa Interstate Railroad7 ohn Deere Des Moines Works8 PDM Inc.9 Pella Cor oration Manufacturin /Window10 Phil Patterson, Cor . Customs Brokers11 Pioneer Hi-Bred International, Inc.12 Polk Count Aviation Authorit13 The Seed Com an , Inc.14 United Parcel Service15 USNW Ex ress Omaha16 ADM Health and Nutrition17 Archer Daniels Midland-Animal Health and Nutrition

18 Barilla America, Inc.19 Case 's General Stores, Inc.20 Centennial Warehouse Cor oration21 DHL Ex ress22 Diamond Animal Health, Inc.23 Gilchrist/ ewett Lumber24 International Traders of Iowa25 Iowa Tri le "F", Inc.

26 Kemin Industries, Inc.27 Mrs. Clarks Foods, Inc28 Pro ressive Rail29 R ko Manufacturin Com an30 Townsend En ineerin Com an31 Airborne Ex ress/DHL32 Burlin ton Northern Santa Fe Railroad33 FedEx Frei ht East Service Center

34 acobson Com anies35 Norfolk Southern Railroad Cor oration36 Schneider National, Inc.37 TMC Trans ortation38 Union Pacific Railroad39 Vermeer Manufacturin Com an

DRAFT - FOR


48/58


APPENDIX B


49/58

GOODS MOVEMENT STUDY UPDATE REPORT

APPENDIX B


50/58


APPENDIX B


51/58


APPENDIX B


52/58


APPENDIX B


53/58


APPENDIX B


54/58


APPENDIX B


55/58


APPENDIX B


56/58


APPENDIX B


57/58


APPENDIX B


58/58


goods movement in the des moines metropolitan area

Documents